Reversing mechanism for traction-engines.



J. D. MUSSER. REVERSING MECHANISM FOR TEAGTION ENGINES. APPLICATION FILED SEPT.17, 1906.

Patented Oct. 26, 1909.

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JOHN D. 'MUSSER, OF EASTON, OHIO.

REVERSING MECHANISM FOR TRACTION-ENGINES.

Specification of Letters Patent.

Patented Oct. 26, 1909.

Application filed September 17, 1906. Serial No. 334,986.

To all whom it may concern:

Be it known that I, JOHN D. MUSSER, a citizen of the United States, residing at Easton, in the county of Wayne and State of Ohio, have invented a new and useful Reversing Mechanism for Traction-Engines, of which the following is a specification.

My invention relates to improvements in reversing mechanism for tractionengines and it specially appertains to the novel phases thereof, as pointed out in the-annexed claims. I Y I The purpose of my invention is to produce a reversing mechanism that shall be free from the complexity of the ordinary linkmotion and one that shall also obviate the use of the usual compensating gears- In my mechanism there is an interconnectlon between the reversing eccentric and the con'-; trol of the driving pawls, which enables the engineer to have entire control of the move-- ments of the engine underthe most diflicult circumstances when it is found necessary; to

backup in small space, to turn shortly fill The wellknown devices in use for this purpose'are. not flexible enough, they-do not allow of:

getting out of ruts, 'etc., etc.

enough latitude to the engineer, consequently he is many times completely tied up and must have recourse to several teams of? horses, jackscrews, etc., to enable him to get out of diflicult situations.

With my invention it is possible to have the engine run in either direction and control the driving wheel pawls differentially as between the right hand and left hand drivers or they may be set together, just as desired. The entire adjustment of parts is under the control of one system' of levers which are easily accessible and which enable the engineer to effect all the changes he desires to make, collectively or separately. I show-such an instance of adaptation aswill illustrate the interrelation of the several features of the invention without limiting myself to vthe specific arrangement of parts shown. 1

In the accompanying drawing Figure 1. is a diagrammatic perspective view of the several parts in operative relation, the driving connections being'shown in dotted lines so as not to confuse; the interrelation of the parts. Fig. 2.-is a rear elevation of the system of levers. Fig. 3.-is an enlarged side elevation of'Fig.-.2. Fig. 4.-is a plan View, partly in section, of the reversing eccentric. Fig. 5.is an elevation also partly in section of one of the driving wheel hubs, showing the pawls and the pawl controlling ring. Fig. 6.-is a plan View, partly insection, of Fig. 5.

In adapting my invention to the ordinary form of traction engine I form recesses, a, in the engine shaft, A, or if preferred I may form such. recesses a sleeve that can be secured to the engine shaft in any suitable manner. Between the recesses, a, there is formed one or more. projections, a, against which the pawls, a abut; these pawls are pivoted on suitable pins within a recess of the eccentric, B, they are set in opposition to each other and are held inaction against the shaft, A, by a spring which is placed between "their free ends, as shown in Fig. 3. Theeccentric has the usual strap, 6, and the rod, 6; on its hub is formed a series of-teeth, bflplacedconcentrically around the shaft, A. The subject matter in relation to the reversing eccentric, B, as shown and described, is eserved for a separate application. A rocking lever, A ,is placed loosely on the shaft, A, next to the eccentric B, and a suitablecollar, a is placed on the shaft on one side of the eccentric and another is placed immediately adjacent the rocking lever, A so as to hold the parts in working relation. The rocking lever, A is controlled by a link,

A and it carries a pivoted pawl, A*, whichis connected by a link, A to bell-crank a which'in turn is connected by ashort rod, a

to the hand release, a; this release is spring ressed at a and it has a limit sto P 7 a a P formed at, a this spring, a may be sup-' plemented in any manner'that-may be found necessary'if it is not sufficiently strong to normally hold the pawl, A, out-of action. It is of courseunderstoool thatthe shifting of the eccentric B, also shiftsthe inletvalve of the engine cylinder, which changes the rotation of shaft A.

The driving wheel shaft, 0, is connected bythe usual reducing gears to the engine shaft, asv is shown in Fig. 1, and it is supported in bearings as is shown in Fig. 2. Within the'wheel hubs, recesses c, are formed on the shaft, 0, which, between them have projections 0, against which the pawls, 0 abut to impart motion from the shaft, 0, to the driving wheels, C. The pawls, 0 are suitably pivoted in the hubs "of the wheels,

O, and they are springpressed so as to normally (one set at a time) remain in action against the projections, 0, unless held out of engagement by the rings, D; these rings are secured on the hubs of wheels, C". They have teeth, d, which are engaged by the pawls, d, when it is desired to change the driving pawls, 0 and also have recesses, d formed to accommodate the free ends of the driving pawls, 0 and they serve to throw these pawls into or out of action, as the rings are rotated in one direction or another. ment is limited by the driving pawls that are thrown out-of action, as is shown in Fig. 5, engaging the abutting walla-(Z formed in the wheel hubs. M

The pawl, cl, is pivoted on the rock arm, D, and this arm is loose on the ring, D, it is placed next to the toothed ratchet, d; it is rocked by the link, CF, and rock arm, G which is secured to irockshaft, E. A threehandled lever, E, isfastened to the shaft E, near its center. The centerj extension, E has a hand release, 6, which through link, 6, cranked the pawl, d, of the right hand drive wheel, G. The left hand extension, E has a hand release, 6", which controls the pawl, 01, of the left hand driver in the same manner as that described for the right hand one. Suit- E, in working relation in the bearings, (2

The right hand extension lever, E serves the eccentric reverse link, A All of the hand release levers, a, e, and e, are spring pressed as shown in Fig. 3. or they may be supplemented as already pointed out; They are also similarly supplied with limit stops. It is quite obvious that so longas none of the hand release levers, 6 6, and, e, are pressed the lever, E, may be moved to and fro without changing any conditions whatsoever, but as soon as, a, is pressed andlever, E is pulled or pushed, movement is imparted to the eccentric, B, and if at the same time one or both of the levers, e, or 6 is pressed, the pawls, c of the drive wheels C, will be actuated. WVhen the eccentric, B, has been moved its full distance the lever, a, can be released and the movement of, E, continued until the rings, D, have been racked along far enough to change the pawls, 0 this position will be indicated when the movement of the lever, E, can not be continued because the rings, D, have come to a stop through the recesses, (Z engaging the free ends of the pawls, 0 and two pairs of pawls have engaged the ledges d of the wheel hubs. It is immaterial whether the rings, D, or the eccentric, B,

reach the limit of their movement first, the difference in ratios of the respective levers controls this.

In engines of this class the speed of travel Their extent of rotative move sleeve, 6 and rod,'c ,-controls is slow. It seldom becomes necessary to suddenly reverse the engine when under full head way. These reversing features are principally put into action when the engine hascome to rest, though the pawl, A, could be so arranged as to permit of its being thrown into action while the engine was run-- ning, by making provision that would elimi nate the possibility of its jamming. If the eccentric, B, is suddenly held against rotation While the engine is running the direction of rotation will be reversed. The only safe guard needed is some means which will prevent over running on account of the momentum of the moving parts.

At ordinary speeds the act of reversal is not only safe but practicable and when desired the pawl, A, may have an automatic release-connection which will throw it out of action when the reversal has actually taken place so as to not 'make it necessary for the operator to release the pawl at just the proper time. It is of course understood that the shifting of the eccentric, B, also shifts the inlet valve of the engine cylinder, which changes the rotation of shaft, A.

As stated, I do not limit myself to the 1 specific arrangement of parts but reserve the right to use any and all equivalents that do ;not depart from the spirit of my invention as specia able collars hold the sleeves, c and shaft,

ly pointed out in the annexed claims. There are many alternative forms of construction that could be specified in the ar- -rangement of my lever connections etc.,but,

as such forms, if shown, would only confuse instead of clarify I do not show such alternatives. The purpose has been to show just enough of the one form of connections to make the operation clear, without encumber- 'ing the drawing or specification with irrelevvant matter.

What I claim, is

v 1. In reversing mechanisms, an engine shaft, a loose eccentric thereon, reversible pawls between said eccentric and said shaft, ;one or more projections on said shaft placed on the path of said pawls, and means for rotating the eccentric independently of the shaft, a driven shaft and driving wheels thereon in combination with reversing pawls in the driving wheels and suitable connections adapted to control said drive wheels and said eccentric collectively or independently.

2. In reversing mechanisms, a driving shaft, a driven shaft, interconnections therebetween, means for controlling the application of power from said driven shaft to attached traction wheels, and means for con trolling the direction of rotation of said drivin shaft, in combination with means for effiecting changes in direction and the application of power to said traction wheels,

thereby controlling the same- 3. In reversing mechanisms, a drivingshaft, a source of rotation connected therewith, means for controlling its direction interconnected between the same, a drlven shaft, traction wheels thereon, means for connecting and disconnecting the said wheels and said shaft, in combination with transmission members between said driven and said driving shaft and means for simultaneously or separately controlling the direction of rotation and the application of power to said wheels.

4. In reversing mechanisms, a driven shaft, traction wheels placed thereon, differential pawls on said wheels adapted to engage the said driven shaft, and shiftable rings operating said differential pawls in combination with suitable means adapted to move said rings independently of said wheels or said shaft, in either directlon.

5. In reversing mechanisms, a driving shaft and traction wheels loosely mounted thereon, in combination with differential pawls, adapted to suitably lock said wheels and shaft together, and shiftable means operating independently of said wheels and shaft to move said differential pawls.

In testimony whereof I have signed my name to this specification in the presence of two Witnesses.

JOHN D. MUSSER.

Witnesses: THOS. W. ORR,

HENRY JAoo'r. 

